Safety apparatus for locomotives.



UNITED STATES `Patented October 18, 1904.

PATENT OFFICE.

JOHN BARBERIE, OF BROOKLYN, NEW YORK, SSIGNOR TO- BARBERIE LOOOMOTIVEAPPLIANOE COMPANY, OF NEW,YORK, N. Y., A OOR- PORATION OF NEW YORK.

-SAFETY APPARATUS FOR LOCONIOTIVES.

SPECIFICATION forming part of Letters Patentivo. 772,394, dated october1s, y1904.

Application sied April ze, 1904.

Be it known that I, JOHN BARBEEIE, a'citizen of the UnitedStates ofAmerica, residing at Brooklyn, in the county of Kings and State of NewYork, have invented certainnew and useful Improvements in SafetyApparatus for Locomotives, of which the following is a specification,such as will enable those skilled in the artto which it appertains tomake and use the same.

The object of this invention i's to provide an improved safety apparatusfor locomotives whereby if the engineer thereof fails to'siee a setsignal said locomotive is brought to a standstill and whereby if theengineer sees thesignal and for any reason desires to pass it saidapparatus may be movedout of operative position, but in so doing soundsan alarm, locks the throttle in a-closed position, and indicates thetime of such removal, thereby fixing the blame in case of accident, afurther object being to provide such an apparatus which when in contactwith a set signal permits the escape of the compressed air from theair-brake pipes, but at the same time may enable the engineer to savemost of ythe air in said pipes and without interfering with the usualair-brake apparatus,vand which when the brakes of said locomotive areset automatically closes the throttle, thereby saving steam andconsequent wear and tear'. l

The invention is fully described in the following specication, of whichthe accompanying drawings form a part, in which the separate partsthereof are indicated by suitable reference characters in each of theviews, and in which- Figure 1 is a rear View of a cab of a locomotiveequipped withrny apparatus; Fig. 2, a section on the line 2 2 of Fig. 1;Fig. 3, an enlarged view of a valve which I employ and taken on the line3 3 of Fig. et; Fig. 4, a top view of said valve similar to Fig. 2, butwith the parts in a different position; Fig. 5, an enlarged view of thatportion of my apparatus which is externally acted upon by a set signaland showing the method of quickly replacing the same if broken; Fig. 6,a similar view Serial Ilo-'205449. (No model.)

taken at right angles to Fig. 5 and not in section, showing the methodemployed of attaching or detaching said contact portion; and

Fig. 7, an enlarged detail view of part ofthe apparatus shown in Fig.1';

In' the drawings forming part of this specification I have shown a caba-ofa locomotive provided with the usualboiler a2, throttle'cts',"

air-brake en'gineers valve at, and Vbrake-cylinder (t5, said cylindercfbeing provided with the usual feed-pipe as and the valve beingconnected with the train-line pipe'a7,main reservoir-pipe as, andexhaust-pipe e9', allin the usual manner.

Mounted upon the throttle t3-and inv connection with the latch?) thereofis a togglepiston 7), operating in a cylinder t7, which is connected,`by means of a pipe t8, to the brakecylinder a5, so that when the pistont9 of the brake-cylinder is forced outwardly bylth' compressed air ofthe system .part-of said air passes to the rear ofthe piston t6 andforcing the same forwardly releases and closes the throttle, and whenthe compressed air is eX- hausted from the brake-cylinder a5 theair isalso exhaustedfrom the cylinder 67, and the throttle may be again drawnout.

. Mounted in one side of the cab a is-a cylinder c, provided' with apiston c2, which is screwed into a vertical pipe y03- and to the top ofwhich is detachably secured a frangible cap 04,' which passes withoutthe cab and isvadapted to be engaged and destroyed by asemaphore-arm c5,arranged along the track at any desired point, said cap c4 being hollow,as shown, and provided with a fiange on the bottom thereof resting uponthe top of an enlarged portion of the vertical pipe c3 and held thereonby means of a metal cap c6, provided with vertical and inclined slotsadapted to engage pins o7 on the vertical pipe c3.

pipe d3, while the cylinder l has no commu.

nication with any air-supply, and the vertical pipe c3 is provided witha slot di, which is normally within the cylinder cl2, and by this meanswhen the train line air pipe a7 is charged with air the vertical pipe c3and cap c4 are also charged or lled with air under pressure when intheir normal position; but if the vertical pipe c3 be lowered so thatthe slot d* is within the cylinder d it will be seen that the verticalpipe 03 is out of communication with the trainline air-pipe and the capc4 may be removed or replaced without loss of the air in the trainlineair-pipe. y

The piston 02 is normally held in its uppermost position by means of astrong spring e,

and communicating with the cylinder c above the piston c2 is a pipe e2,which communicates with the boiler or steam-supply through a valve e3,the lever of said valve having a segmental ratchet e on one side andbeing also provided with a latch or locking device e5, and the segmentalratchet e4 engages a rack e64 on a slide-bar e7, operating in guides esto the rear of and in line with the throttle a3, said throttle beingprovided with a pin f, which normally passes through openings f 2 in theguides es and f3 in the slide-bar e7, and it will be seen that beforethe valve e3 can be operated the throttle a3 must be closed, and whensaid valvehandle is operated the slide-bar is moved inwardly and, theopenings f2 and f3 no longer registering, the pin f cannot passtherethrough and the throttle cannot be drawn out until the valve isagain closed.

Connected with the cylinder c at any desired point is a pipe L, withwhich is connected a whistle 712, preferably placed where the firemancan hear it, and in operative connection with the vertical pipe c3 is atime-recorder k3.

When the locomotive is in motion and the parts of my apparatus are inthe operative position (shown in Figs. l and 2) and a signal 05 lis set,the frangible cap c4 coming in contact with said signal is broken, andthis cap and the pipe 03 being in direct communication with thetrain-line air-pipe the air under pressure in said train-line air-pipeis allowed to escape and the brakes are set, and when the air underpressure enters the brake-cylinder a5 part thereof passes to thecylinder 67, and, forcing out the piston thereof, as previouslydescribed, the throttle is closed, the steam-supply cut Off, and thetrain brought to a standstill.

If the engineer sees the signal and for any reason decides to pass thesame, he releases the latch e5 of the valve '63, closes the throttle,and opens the said valve, at which time the steam rushes to the cylinderc, forces down the piston 02 thereof, thereby lowering the frangible capc* out of operative position, and at the same time blows the whistle h2,thereby warning the fireman that a signal is being passed and indicatesthe time of such operation on the recorder h3, and it will be understoodthat the diameter of the pipe L is much less than that of the pipe e2,thereby permitting the operation of the piston c, and the slide-bar e7having been driven inwardly by the operation of the valve e3 thethrottle cannot again be opened until the valve ei is closed and the capc* again placed in operative position by the spring e.

If the engineer did not see the signal and the cap c4 was destroyed andthe train stopped, he operates the valve e3, which lowers the pipe c3 sothat the slot di therein is within the cylinder d, which prevents thefurther escape of air from the train-line air-pipe and permits of theinsertion of a new cap c* by simply turning the cap c6 and removing thesame from the pipe c3 and returning the same when a new cap o* is inposition, after which he closes the valve es, and the parts return totheir normal position. It will therefore be seen that the train isautomatically stopped if the engineer fails to see the set signal, theapparatus warns the fireman, locks the throttle in a closed position,and registers the time of such operation if he decides to pass thesignal, and, because of the simplicity of the construction, permits ofthe rapid and easy substitution of a new frangible cap if one be broken.

My apparatus is simple in construction and operation, well adapted forthe purpose for which it is intended, and comparatively'inexpensive, andvarious changes in and modifications of the construction herein shownand described may be made without departing from the spirit of myinvention or sacrificing its advantages.

Having fully described my invention, what I claim as new, and desire tosecure by Letters Patent, is-- l. In an apparatus of the classdescribed, a closure device in communication with the airbrake pipes ofa locomotive, devices for moving said closure device out of operativeposition and means for preventing loss of air from said pipes when saidclosure device is removed from its operative position` substantially asshown and described.

2. In an apparatus of the class described, a closure device incommunication with the airbrake pipes of a locomotive, devices formoving said closure device out of operative position and means forremoving and replacing said closure device without loss of air from saidpipes, substantially as shown and described.

3. In an apparatus of the class described, a vertically-movable pipe incommunication with the air-brake pipes of a locomotive, a frangible capon the end of said vertically- IOO IIO

movable pipe, an enlarged member on the end l of said last-named pipe, ametal cap sliding thereover and between which and said lastnamed pipesaid frangible cap is adapted to be held, lugs on the side of saidenlarged member, and vertical and inclined slots in said metal capengaging said lugs and holding said enlarged member, frangible cap andmetal cap together, substantially as shown and described.

4. In a safety apparatus, a vertically-movable pipe in communicationwith the air-brake pipes of a locomotive, a closure device on the endthereof adapted to be externally struck, a piston on the bottom of saidpipe, a cylinder in which said piston operates, a pipe communicatingsaid cylinder with the steam-supply of said locomotive, a valveinterposed in said pipe and means for locking said valve, substantiallyas shown and described.

5. In a safety apparatus for locomotives, a cylinder, a piston therein,a pipe on said piston in communication With the air-brake pipes of saidlocomotive, a supplemental pipe communicating said cylinder with thesteam-supply of said locomotive, a valve in said lastnamed pipe and awhistle connected With said cylinder,substantially as shown anddescribed.

6. In a safety apparatus for locomotives, a vertical pipe, a closuredevice on the end thereof, devices at the other end of said pipe formoving the same vertically, a cylinder about said pipe, a supplementalpipe connecting said cylinder With the train-line air-pipe of saidlocomotive, a supplemental air-tight cylinder below said first-namedcylinder and about said vertical pipe, a slot'in said vertical pipecommunicating with said first-named cylinder, normally, and means formoving said vertical pipe so the said slot communicates With saidair-tight cylinder, substantially as shown and described.

7. In a safety apparatus for locomotives, a brake-cylinder incommunication With the airbrake system of said locomotive and meansconnected with said brake-cylinder for closing the throttle of saidlocomotive When said brake-cylinder is operated, comprising a cylinder,a piston therein, adapted to bear against said throttle and a pipecommunicating said cylinder With said brake-cylinder, substantially asshown and described.

8. In a safety apparatus for locomotives, a pipe in communication withthe airbrake pipes of said locomotive, a closure device on the outer endthereof and means for removing said closure device from operativeposition, said means being operative only when the throttle is closedand adapted to lock said throttle in a closed position when said closuredevice is moved from its operative position, substantially as shown anddescribed.

9. In a safety apparatus for locomotives, a

the steam-supply of said locomotive, a valve in said supplemental pipe,a throttle, a slide adjacent thereto, guides for said slide, openings insaid guides registering With each other, through which said pin passes,an opening in said slide registering with said first-named openings Whenin normal position, devices connected With said valve-handlefor-operating said slide and means for locking said valvehandle inposition, substantially as shown and described. f

11. In a safety apparatus for locomotives, a I

frangible cap in communication With the airbrale pipes of saidlocomotive, devices connected with the steam-supply of said locomotivefor moving said cap from its operative position, a time-recorder inoperative connection with said cap, a spring keeping said cap normallyin operative position, a Whistle indicating when said cap is out of itsnormal position, an external signal for destroying said frangible capand thereby setting said air-brakes and means for closing said throttlewhen said air-brakes are operated, substantially as shown and described.

12. In a safety apparatus for locomotives, an air-tight cylinder incommunication With the air-brake pipes of said locomotive, alongitudinally-movable kpipe therein one end of which is permanentlysealed, a closure device on the other end thereof, an opening in saidpipe communicating with the air in said cylinder and means for removingsaid pipe out of communication with said cylinder, substantially asshown and described.

13. In an apparatus of the class described, a throttle, a pin thereon, aslide, guides therefor, openings in said slide and said guides normallyregistering With each other and through Which said pin is adapted topass, anda valvehandle the operation of which operates said slide,substantially as shown and described.

In testimony that I claim the foregoing as my invention Ihave signed myname, in presence of the subscribing Witnesses, this 28th day of April,1904.

JOHN BARBERIE.

Witnesses:

M. KELLER, WM. H. J UTsUM.

Ioo

